Safety system for vehicle backover incidents

ABSTRACT

A safety system is provided that will (i) operate automatically, regardless of distraction or error by the driver or the backover victim; (ii) operate unaffected by the blindspots that block the driver&#39;s view or background noise that block audible alarms for the driver or the backover victim; (iii) operate through an external activation, intentional or unintentional, by the potential backover victim or passerby; and/or (iv) remove driver discretion by causing the vehicle to stop upon activation of the safety system by the potential backover victim or passerby.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. application Ser. No.14/807,651, filed Jul. 23, 2015, which is a continuation of U.S.application Ser. No. 14/677,357, filed Apr. 2, 2015, each of which ishereby incorporated by reference herein in its entirety.

BACKGROUND

Field of the Invention

The teachings are directed to safety systems for trucks and motorizedvehicles that mitigate the risk of backover accidents.

Description of the State-of-the-Art

Many construction works and pedestrians are killed or seriously injuredannually by trucks and other motorized vehicles. One of the principalmodalities of these occurrences is an individual being struck andcrushed by the rear wheels while the truck or motorized vehicle isbacking up.

Backovers can occur either on a public roadway or not on a publicroadway, i.e., in a driveway or in a parking lot. The former are calledtraffic backovers and the latter nontraffic backovers. The NationalHighway Traffic Safety Administration's (NHTSA) existing FatalityAnalysis Reporting System (FARS) and National Automotive SamplingSystem-General Estimates System (NASS-GES) provide information regardingbacking crashes that occur on public trafficways. However, dataregarding nontraffic backovers (and other backing crashes), those whichoccur on private roads, driveways, and parking lots, have not routinelybeen collected by NHTSA. In response to SAFETEA-LU Sections 2012 and10305 and Section 2(f) of the Cameron Gulbransen Kids TransportationSafety Act of 2007, NHTSA developed the Not in Traffic Surveillance(NiTS) system to collect information about all nontraffic crashes,including nontraffic backover crashes. Combining the 221 NiTS backoverfatalities with the annual average of 71 FARS backover fatalitiesproduces an estimate of 292 total annual backover fatalities. Theestimated 14,000 NiTS backover injuries when combined with the 4,000NASS-GES backover injuries produces an estimate of 18,000 total annualbackover injuries.

The leading cause of fatalities for workers in work zones is being runover or backed over by vehicles. While we often worry about constructionworkers being killed by motorists, road workers working behind thebarriers in the work zone are at equal risk of being killed byconstruction vehicles due to their large “blind spots.” Each month, atleast one worker is killed by being backed over by a constructionvehicle, often a dump truck. A commercial backover incident can occur,for example, when a backing vehicle strikes a worker who is standing,walking, or kneeling behind the vehicle. According to the Bureau ofLabor Statistics, over 70 workers died from backover incidents in 2011.These kinds of incidents can occur in different ways. On Jun. 18, 2009,an employee was working inside a work zone wearing his reflective safetyvest. A dump truck operating in the work zone backed up and struck theemployee with the rear passenger side wheels. The employee was killed.The dump truck had an audible back up alarm and operating lights (OSHAInspection Number 313225377). On Jun. 9, 2010, an employee was standingon the ground in front of a loading dock facing into the building whilea tractor trailer was backing into the same dock. The trailer crushedthe employee between the trailer and the dock (OSHA Inspection Number314460940). In October 2006, the National Institute for OccupationalSafety and Health recorded that a 28-year-old laborer was backed over bya tack truck while working as a flagger on an asphalt resurfacing job ina residential roadway work zone. The victim was standing with his backto the reversing tack truck when a dump truck driver attempted to warnhim by waving his arms. The tack truck struck the victim; the driverthought he had passed over a manhole cover and continued backing. Thetack truck driver stopped when he saw the dump truck driver running andwaving his arms in his mirror. Both drivers found the victim at thefront of the tack truck lying face down on a man-hole cover on theground (NIOSH 2007). Between 1992 and 2009, NIOSH and State partnersinvestigated 36 deaths of workers killed by backing constructionvehicles or equipment on roadway construction worksites through theFatality Assessment and Control Evaluation (FACE) Program.

Backover accidents can happen for a variety of reasons. Drivers may notbe able to see a worker in their blind spot. Workers may not hear backupalarms because of other worksite noises or because the alarms are notfunctioning. A spotter assisting one truck may not see another truckbehind him. Workers riding on vehicles may fall off and get backed over.Drivers may assume that the area is clear and not look in the directionof travel. Sometimes, it is unclear why a worker was in the path of abacking vehicle.

Many solutions exist to mitigate the risk of backover incidents. Driverscan use a spotter to help them back up their vehicles. Video cameraswith in-vehicle display monitors can give drivers a view of what isbehind them. Proximity detection devices, such as radar and sonar, canalert drivers to objects that are behind them. Tag-based systems caninform drivers when other employees are behind the vehicle and can alertemployees when they walk near a vehicle equipped to communicate with thetag worn by the employee. On some work sites, employers can createinternal traffic control plans, which tell the drivers where to driveand can reduce the need to back up. In some cases, internal trafficcontrol plans can also be used to separate employees on foot fromoperating equipment. Training is another tool to prevent backoverincidents. Blind spots behind and around vehicles are not immediatelyobvious to employees on foot. By training employees on where those blindspots are and how to avoid being in them, employers can prevent somebackover incidents. One component of this training can include puttingemployees who will be working around vehicles in the driver's seat toget a feel for where the blind spots are and what, exactly, the driverscan see. The National Institute for Occupational Safety and Health(NIOSH) several blind spot diagrams that can help explain what driversof various large trucks can see.

As such, one of skill will appreciate that a safety system is neededthat will (i) operate automatically, regardless of distraction or errorby the driver or the backover victim; (ii) operate unaffected by theblindspots that block the driver's view or background noise that blockaudible alarms for the driver or the backover victim; (iii) operatethrough an external activation, intentional or unintentional, by thebackover victim; and/or (iv) remove driver discretion by causing thevehicle to stop upon activation of the safety system. Moreover, one ofskill will appreciate a safety system that provides a novel andnon-obvious solution to a level of safety's Hierarchy of Protectionwhich is a part of the safety law that mandates strict hierarchy ofprotection mechanisms. One of skill appreciates the importance of thishierarchy and that hazards must follow a strict hierarchical order ofbeing “engineered out”, and if not engineered out, then they must be“guarded”, and if not engineered out or guarded, then they must have a“warning”. As such, one of skill will appreciate the value of thesystems taught herein as a “guard” which actually supersedes the valueof the traditional “warnings” that include the audible backup alarms incurrent use. Accordingly, the devices taught herein are expected to bemandated on vehicles, if for no other reason, due to their importanceand criticality to the hierarchical level of “warning” in the Hierarchyof Protection.

SUMMARY OF THE INVENTION

Safety systems for backing-up a vehicle are provided herein, the safetysystem mitigating the risk of an object, such as a human or animal, frombeing run over by the rear wheels of the vehicle when backing-up. Thesystems can have a safety switch that is activated through an actuatormechanism that identifies the object as the object approaches frombehind the rear wheel of the vehicle while the vehicle is moving in abackward direction.

The actuator mechanism can be a mudflap, for example. As such, theteachings include a safety mudflap system for a vehicle. These systemscomprise a mudflap having a front surface, a back surface, and surfacefor operably attaching the mudflap to a vehicle with an attachmentmechanism; an alert device that, for example, can be a video and/oraudio display for a driver of the vehicle; and, a safety switchconfigured for an actuation by an application of a force to the backsurface of the mudflap, wherein the actuation of the switch powers thealert device to alert the driver of the vehicle of the force applied tothe back surface of the mudflap.

It should be appreciated that the mudflap can be at least substantiallyinflexible when the force is applied to the back surface of the mudflap.As such, the mudflap does not need to be rigid but, rather, inflexibleenough to activate the switch when force is applied to the mudflap.

It should also be appreciated that the actuator mechanism should beattached to the vehicle in an operable connection with the switch. Assuch, the attachment mechanism can be a hanger mechanism. In someembodiments, the attachment mechanism is a hanger mechanism, and thesafety switch is a limit switch that makes a connection. Likewise, insome embodiments, the attachment mechanism is a hanger mechanism, andthe safety switch is a limit switch that breaks a connection.

The systems can include an alert device having, for example, a videoand/or audio display for a driver of the vehicle; and, a safety switchconfigured for an actuation by an application of a force to the backsurface of the actuator mechanism. The actuation of the switch, forexample, can power the alert device to alert the driver of the vehiclethat a force has been applied to the actuator mechanism. In thealternative, the actuation of the switch can activate vehicle brakes,shut-off the engine of the vehicle, or a combination thereof.

In some embodiments, the actuation of the safety switch powers a lightthat is visible to the driver of the vehicle. In some embodiments, thealert device is a speaker, and the actuation of the safety switch powersthe speaker to create a sound that is audible to the driver of thevehicle. In some embodiments, the alert device is a braking mechanism,and the actuation of the safety switch powers the braking mechanism tostop the vehicle. In some embodiments, the alert device is a breakerswitch, and actuation of the safety switch activates the breaker switchto shut off the engine of the vehicle.

The teachings are also directed to methods of safely operating avehicle. In some embodiments, the methods comprise operating a vehiclehaving the safety systems taught herein. In some embodiments, themethods comprise driving the vehicle in reverse, the vehicle comprisingthe safety mudflap systems taught herein; receiving a warning that istriggered through the actuation of the safety switch; and, responding tothe warning. In some embodiments, the safety systems can be activatedexternally, without participation of the driver. For example, a personthat is located behind the rear wheel of the vehicle can activate theactuator mechanism to power the alert device to alert the driver of thevehicle that a force has been applied to the actuator mechanism. In thealternative, the person located behind the rear wheel of the vehicle canactivate vehicle brakes, shut-off the engine of the vehicle, or acombination thereof, by activating the actuator mechanism.

The teachings are also directed to methods of manufacturing the safetysystems taught herein. In some embodiments, the method comprisesoperably attaching the actuator mechanism, such as the mudflap, to thesafety switch; operably attaching the safety switch to the alert device;and, operably attaching the actuator mechanism to the attachmentmechanism.

The teachings are also directed to methods of installing the safetysystems taught herein to a vehicle. In some embodiments, the methodcomprises operably attaching the actuator mechanism, such as themudflap, to the safety switch; operably attaching the safety switch tothe alert device; operably attaching the mudflap to the attachmentmechanism; and, operably attaching the attachment mechanism to thevehicle.

One of skill in the art will appreciate having a safety system that will(i) operate automatically, regardless of distraction or error by thedriver or the backover victim; (ii) operate unaffected by the blindspotsthat block the driver's view or background noise that block audiblealarms for the driver or the backover victim; (iii) operate through anexternal activation, intentional or unintentional, by the potentialbackover victim or passerby; and/or (iv) remove driver discretion bycausing the vehicle to stop upon activation of the safety system by thepotential backover victim or passerby.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a scenario in which a backover accident can occur,according to some embodiments.

FIG. 2 provides a diagram of the blindspots for the driver of a dumptruck, according to some embodiments.

FIGS. 3A and 3B show the relationships between a truck, the rear wheel,and the actuator mechanisms, according to some embodiments.

FIG. 4 illustrates an actuator mechanism that includes a rotaryactivated switch, according to some embodiments.

FIG. 5 illustrates an actuator mechanism that includes a rotaryactivated switch, according to some embodiments.

FIGS. 6A-6B illustrate a bar or lever actuator mechanism, according tosome embodiments.

FIGS. 7A and 7B show highlighted impact areas on actuator mechanisms,according to some embodiments.

DETAILED DESCRIPTION

Safety systems for backing-up a vehicle are provided herein, the safetysystem mitigating the risk of an object, such as a human or animal, frombeing run over by the rear wheels of the vehicle when backing-up. Infact, one of skill will appreciate that, in some embodiments, any wheelof the vehicle can run over an object, such as a human or animal, thewheel being, for example, a front wheel, rear wheel, a wheel between thefront wheel and rear wheel, an inner wheel in paired wheels, an outerwheel in paired wheels, and the like. In some embodiments, the wheel isa trailer wheel.

FIG. 1 shows a scenario in which a backover accident can occur,according to some embodiments. Dump truck 105 can backover worker 110under conditions in which the worker 110 did not see the dump truck 105,the driver of the dump truck 105 did not see the worker 110 in a“blindspot,” or either the driver of the dump truck 105 or worker 110were distracted.

FIG. 2 provides a diagram of the blindspots for the driver of a dumptruck, according to some embodiments. The blindspots are calculated fora dump truck model GMC 7000, for example, and for objects as tall as anorange pylon, representative of a worker that may have fallen. As can beseen from the FIG. 2, there is a substantial area in which a fallenworker would not be seen, particularly when backing-up.

The safety systems taught herein can have a safety switch that isactivated through an actuator mechanism that identifies the object asthe object approaches from behind the rear wheel of the vehicle whilethe vehicle is moving in a backward direction. One of skill willappreciate a simple mechanism for mitigating the risk of backoveraccidents that addresses the problems of blindspots, background noise,and human error. In these systems, the worker 110 can externallyactivate the actuator mechanism on his own, avoiding total reliance onthe driver of the dump truck 105.

FIGS. 3A and 3B show the relationships between a truck, the rear wheel,and the actuator mechanisms, according to some embodiments. As shown inFIG. 3A, a truck 300 can have an actuator mechanism 305 located directlybehind a rear wheel 310. In these embodiments, the actuator mechanism305 can be activated. The actuator mechanism 305 can be a mudflap 303,for example. As shown in FIG. 3B, the mudflap 303 can have a frontsurface 303 f, a back surface 303 b, and surface (not shown) foroperably attaching the mudflap 303 to the vehicle 300 with an attachmentmechanism (not shown); an alert device (not shown) that, for example,can be a video and/or audio display for a driver of the vehicle; and, asafety switch (not shown) configured for an actuation by an applicationof a force, F, to the back surface of the mudflap 305, wherein theactuation of the safety switch powers the alert device to alert thedriver of the vehicle 300 of the force, F, applied to the back surface303 b of the mudflap 303.

It should be appreciated that the mudflap can be at least substantiallyinflexible when the force is applied to the back surface of the mudflap.The term “at least substantially inflexible” is intended to mean thatthe mudflap does not need to be rigid but can flex some if desired, aslong as it is inflexible enough to operably activate the switch whenforce is applied to the back surface 303 b of the mudflap 303.

The actuator mechanism can include a mudflap or a mud guard. The mudflapcan be a large rectangular sheet suspended behind the rear tire, or asmaller molded flap or lip, such as a small molded lip that is mountedbelow the rear of the vehicle wheel well. In some embodiments, theactuator mechanism, or mudflap, is no more than about 4″, about 5″,about 6″, about 7″, about 8″, about 9″, about 10″, about 11″, or about12″ from the roadway.

It should also be appreciated that the actuator mechanism should beattached to the vehicle in an operable connection with the switch. Insome embodiments, the attachment mechanism is a hanger mechanism, andthe safety switch is a limit switch that makes a connection. Likewise,in some embodiments, the attachment mechanism is a hanger mechanism, andthe safety switch is a limit switch that breaks a connection. And, insome embodiments, the existing mudflaps and electrical circuitry forback-up lights/alarms may be combined with an actuator mechanism toprovide an operable safety system as taught herein.

In some embodiments, the safety switch is a limit switch or a relayswitch (electronic switch using a semiconductor device to perform theswitching) in the case where the switch is operated by anotherelectrical circuit. In some embodiments, the switch can be a toggleswitch or a momentary “biased” switch, which can include a push-to-makeor push-to-break type of switch. In some embodiments, the switch is asingle pole, single throw switch. And, in some embodiments, the switchcan include a solenoid switch. In some embodiments, the switch can be arotary switch that operates with the twisting motion of the actuatormechanism. In some embodiments, the switch is a braking switch thatactivates the brakes, a kill switch to kill the engine of the vehicle,an alarm switch to sound an audible alarm, a light switch to activate avisual alarm, and the like.

The systems can include an alert device having, for example, a videoand/or audio display for a driver of the vehicle; and, a safety switchconfigured for an actuation by an application of a force to the backsurface of the actuator mechanism. The actuation of the switch, forexample, can power the alert device to alert the driver of the vehiclethat a force has been applied to the actuator mechanism. In thealternative, the actuation of the switch can activate vehicle brakes,shut-off the engine of the vehicle, or a combination thereof.

In some embodiments, the actuation of the safety switch powers a lightthat is visible to the driver of the vehicle. In some embodiments, thealert device is a speaker, and the actuation of the safety switch powersthe speaker to create a sound that is audible to the driver of thevehicle. In some embodiments, the alert device is a braking mechanism,and the actuation of the safety switch powers the braking mechanism tostop the vehicle. In some embodiments, the alert device is a breakerswitch, and actuation of the safety switch activates the breaker switchto shut off the engine of the vehicle.

The teachings are also directed to methods of safely operating avehicle. In some embodiments, the methods comprise operating a vehiclehaving the safety systems taught herein. In some embodiments, themethods comprise driving the vehicle in reverse, the vehicle comprisingthe safety mudflap systems taught herein; receiving a warning that istriggered through the actuation of the safety switch; and, responding tothe warning. In some embodiments, the safety systems can be activatedexternally, without participation of the driver. For example, a personthat is located behind the rear wheel of the vehicle can activate theactuator mechanism to power the alert device to alert the driver of thevehicle that a force has been applied to the actuator mechanism. In thealternative, the person located behind the rear wheel of the vehicle canactivate vehicle brakes, shut-off the engine of the vehicle, or acombination thereof, by activating the actuator mechanism.

The teachings are also directed to methods of manufacturing the safetysystems taught herein. In some embodiments, the method comprisesoperably attaching the actuator mechanism, such as the mudflap, to thesafety switch; operably attaching the safety switch to the alert device;and, operably attaching the actuator mechanism to the attachmentmechanism.

The teachings are also directed to methods of installing the safetysystems taught herein to a vehicle. In some embodiments, the methodcomprises operably attaching the actuator mechanism, such as themudflap, to the safety switch; operably attaching the safety switch tothe alert device; operably attaching the mudflap to the attachmentmechanism; and, operably attaching the attachment mechanism to thevehicle.

The teachings are also directed to methods of stopping a vehicle beforeit backs over a victim. In these embodiments, the method comprisesobserving the vehicle approaching the victim and activating the safetyswitch through actuation mechanism externally before it backs over thevictim. In some embodiments, the activation of the safety switch soundsan alarm, activates a visual display, kills the engine, activates thebrakes, or a combination thereof. In some embodiments, the activation isdone by the victim intentionally by contact with the victim. In someembodiments, the activation is done by the victim unintentionally bycontact with the victim. In some embodiments, the activation is done bya third party that is acting to prevent the backover of the victim.

The following examples are illustrative of the uses of the presentteachings. It should be appreciated that the examples are for purposesof illustration and are not to be construed as otherwise limiting to theteachings.

EXAMPLE 1 A Safety System Having a Deflectable Mudflap That Activatesthe Vehicle Brakes When the Vehicle Is Backing-up

This example describes a system in which a mudflap is operably connectedto a switch that activates an alert or response only when the vehicle isbacking-up. The system will activate the brakes and/or kill the engineon the vehicle upon deflection of the mudflap due to a force on the backof the mudflap that is directed toward the rear wheel.

FIG. 4 illustrates an actuator mechanism that includes a rotaryactivated switch, according to some embodiments. As shown in FIG. 4, theactuator mechanism 400 is a rotary 484 mechanism that rotates toactivate the safety switch (not shown but operably connected to therotary 484 mechanism) when force, F, is applied to the back surface 403b of the mudflap 403. The actuator arm 405 is attached to mountingbracket 404 through an operable attachment 444 to the vehicle.

EXAMPLE 2 A Safety System Having a Deflectable Mudflap That Activatesthe Vehicle Kill Switch When the Vehicle Is Backing-up

This example describes a system in which a mudflap is operably connectedto a switch that activates an alert or response only when the vehicle isbacking-up. The system will kill the engine and/or activate the brakeson the vehicle upon deflection of the mudflap due to a force on the backof the mudflap that is directed toward the rear wheel. In someembodiments, to avoid “falsings” due to wind blowing on the mudflaps,the system will only kill the engine and/or activate the brakes, orother audio or visual alert, when the vehicle's transmission isoperating in reverse.

FIG. 5 illustrates an actuator mechanism that includes a rotaryactivated switch, according to some embodiments. As shown in FIG. 4, theactuator mechanism 500 is a rotary 584 mechanism that rotates toactivate the safety switch (not shown) when force, F, is applied to theback surface 503 b of the mudflap 503. The actuator arm 505 is attachedto mounting bracket 504 through an operable attachment 555 to thevehicle.

EXAMPLE 3 A Safety System Retrofitted Using the Existing ElectricalCircuitry

A safety system as taught herein can be retrofitted using existingelectrical circuitry on a vehicle. In such systems, the back-uplights/alarms may be combined with an actuator mechanism to provide anoperable safety system as taught herein.

For example, the system can be configured to kill the engine and/oractivate the brakes, or other audio or visual alert, using theelectrical circuitry for back-up lights/alarms. And, the actuatormechanism can also be the existing mudflaps in some embodiments. In someembodiments, the circuitry can be operatively combined with the actuatormechanism, such as the mudflaps, to open or close the circuit thatpowers an air brake mechanism, the ignition circuit that allows foroperation of the engine of the vehicle, other audio or visual alert, ora combination thereof. In some embodiments, the existing circuity caninclude an external power source and/or solenoid to facilitate openingor closing the circuit as needed for a given system.

A kit can be provided that includes a mudflap converter for operativelyattaching an existing mudflap as a component in the safety system. Themudflap can have a front surface, a back surface, and surface foroperably attaching the mudflap to a vehicle with an attachmentmechanisman alert device. The kit can also include safety switchconfigured for activating the system by an application of a force to theback surface of the mudflap. The actuation of the switch powers thealert device through the existing electrical circuitry to alert a driverof the vehicle of the force applied to the back surface of the mudflap.And, the system can be limited to operate only when the transmission isin reverse to avoid the “falsings”, i.e. a false alarm, caused by, forexample, gusts of wind on the back surface of the mudflap duringoperation of the vehicle. A false alarm can occur by any source of forceon the back of the mudflap that is not caused by an object behind therespective wheel adjacent to the mudflap.

EXAMPLE 4 A Safety System In Which the Actuator Mechanism Is a Bar orLever

A safety system can be designed to have an actuator mechanism that isnot a mudflap but, rather, a bar or lever that can activate the safetyswitch through contact with an object behind the wheel, or by actuationthrough another external force, such as by the hand of a victim or apasserby.

FIGS. 6A-6B illustrate a bar or lever actuator mechanism, according tosome embodiments. As shown in FIG. 6A, dump truck 605 can backoverworker 610 under conditions in which the worker 610 did not see the dumptruck 605, the driver of the dump truck 605 did not see the worker 610in a “blindspot,” or either the driver of the dump truck 605 or worker610 were distracted. And, as shown in FIG. 6B, if the worker 610 hadfallen behind a wheel and is concious, the worker 610 could manually hitthe actuator mechanism 603, or bar or lever, applying a force, F, to thebackside 603 b of the actuator mechanism 603, or bar or lever. Theactuator mechanism 603, or bar or lever, activates the safety switchthat is operatively connected to the actuator mechanism 603, or bar orlever when turning in a rotary 684 manner. Likewise, if the worker 610is unconscious, the actuator mechanism 603, or bar or lever can have alength that is close enough to the ground to be activated by contactwith an object behind the wheel, such as a human or animal. For example,the actuator mechanism 603, or bar or lever can extend to the ground andleave a distance of only from about 4″ to about 18″ from the ground,from about 4″ to about 12″ from the ground, from about 4″ to about 9″from the ground, from about 5″ to about 10″ from the ground, or anyrange therein in increments of 0.1″. In some embodiments, the actuatormechanism 603, or bar or lever can extend to the ground and leave adistance of only from about 3″, about 4″, about 5″, about 6″, about 7″,about 8″, about 9″, about 10″, about 11″, or about 12″ above the groundto activate by having a force, F, apply to the backside 603 b of theactuator mechanism from an object, such as a human or animal, or anyobject that is high enough to activate the actuator mechanism. It shouldbe appreciate that the actuator mechanism 603, or bar or lever, can haveany convenient shape or configuration, so as a square cylinder, roundcylinder, elliptical cylinder, or a bar or lever with a flat surface forapplying a force from a hand, for example. In some embodiments, theactuator mechanism 603 can have a flat surface, a spherical surface, aconvex surface, a concave surface, or a combination thereof.

FIGS. 7A and 7B show highlighted impact areas on actuator mechanisms,according to some embodiments. One of skill will appreciate that thevictim or passerby can potentially react faster by a faster recognitionof the actuator mechanism that activates the safety switch. FIG. 7Aprovides an intuitive “hand” symbol to speed up the recognition of theactuator mechanism by the victim or passerby. FIG. 7B provides awell-know “STOPSIGN” symbol to speed up the recognition of the actuatormechanism by the victim or passerby.

EXAMPLE 5 A Safety System for a Method of Meeting a Warning Level in theHierarchy of Protection

A safety system can be designed to provide a method of meeting a warninglevel in the Hierarchy of Protection. The method comprises providing aguard mechanism that includes an actuator mechanism having a frontsurface, a back surface, and surface for operably attaching the actuatormechanism to a vehicle with an attachment mechanism; an alert device;and, a safety switch configured for an actuation by an application of aforce to the back surface of the actuator mechanism. The actuation ofthe switch powers the alert device to alert a driver of the vehicle ofthe force applied to the back surface of the actuator mechanism. Thesystem can operate to open or close the circuit that powers an air brakemechanism, the ignition circuit that allows for operation of the engineof the vehicle, other audio or visual alert, or a combination thereof.As such, one of skill will appreciate the value of the systems taughtherein as a “guard” which actually supersedes the value of thetraditional “warnings” that include the audible backup alarms in currentuse. Accordingly, the devices taught herein are expected to be mandatedon vehicles, if for no other reason, due to their importance andcriticality to the hierarchical level of “warning” in the Hierarchy ofProtection.

We claim:
 1. A safety system for vehicle backover incidents, comprising:an actuator mechanism having a front surface, a back surface, and asurface for operably attaching the actuator mechanism to a vehicle withan attachment mechanism; and, an alert device that is (i) a brakingmechanism and a breaker switch, wherein the actuation of the safetyswitch powers the braking mechanism to stop the vehicle and (ii)activates the breaker switch to shut off the engine of the vehicle. 2.The system of claim 1, wherein the actuator mechanism is at leastsubstantially inflexible when the force is applied to the back surfaceof the actuator mechanism.
 3. The system of claim 1, wherein theactuator mechanism is a bar or lever adapted to activate the safetyswitch through contact with an object behind a wheel of the vehicle, orby actuation through another external force, such as by the hand of avictim or a passerby.
 4. The system of claim 1, wherein the actuatormechanism includes a mudflap that extends to the ground and is adaptedto leave a distance of no more than about 12″ between the mudflap andthe ground.
 5. The system of claim 1, wherein the attachment mechanismis a hanger mechanism.
 6. The system of claim 1, wherein the attachmentmechanism is a hanger mechanism, and the safety switch is a limit switchthat makes a connection.
 7. The system of claim 1, wherein theattachment mechanism is a hanger mechanism, and the safety switch is alimit switch that breaks a connection.
 8. The system of claim 1, whereinthe actuation of the safety switch powers a light that is visible to thedriver of the vehicle.
 9. The system of claim 1, wherein the alertdevice is a speaker, and the actuation of the safety switch powers thespeaker to create a sound that is audible to the driver of the vehicle.10. The system of claim 1, wherein the actuator mechanism extends to theground and is adapted to leave a distance of no more than about 12″between the actuator mechanism and the ground.
 11. The system of claim1, wherein the system further comprises a safety switch configured foran actuation by an application of a force to the back surface of theactuator mechanism only when the vehicle is in reverse to avoid falsingsfrom a wind blowing on the actuator mechanism;.
 12. A method of safelyoperating a vehicle, the method comprising operating a vehicle havingthe external actuator system of claim
 1. 13. A method of safelyoperating a vehicle, the method comprising: driving the vehicle inreverse, the vehicle comprising the external actuator system of claim 1.14. A method of manufacturing the external actuator system of claim 1,the method comprising: operably attaching the actuator mechanism to thealert device; and, operably attaching the actuator mechanism to theattachment mechanism.
 15. A method of installing the external actuatorsystem of claim 1 to a vehicle, the method comprising: operablyattaching the actuator mechanism to the alert device; operably attachingthe actuator mechanism to the attachment mechanism; and, operablyattaching the attachment mechanism to the vehicle.
 16. A method ofmitigating the risk of a backover accident, comprising: activating thealert device on a vehicle configured with the external actuator systemof claim 1, the activating occurring through the actuation mechanismexternally before the vehicle backs over a victim.
 17. The method ofclaim 16, wherein the activating is done intentionally.
 18. The methodof claim 16, wherein the activating is done unintentionally.
 19. Themethod of claim 16, wherein the activating includes contacting a bar orlever adapted to activate the safety switch through contact with anobject behind a wheel of the vehicle, or by actuation through anotherexternal force, such as by the hand of a victim or a passerby.
 20. Themethod of claim 16, wherein the activating includes contacting a mudflapthat extends to the ground.